US4331225A - Power control system for electrically driven vehicle - Google Patents

Power control system for electrically driven vehicle Download PDF

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Publication number
US4331225A
US4331225A US06/031,372 US3137279A US4331225A US 4331225 A US4331225 A US 4331225A US 3137279 A US3137279 A US 3137279A US 4331225 A US4331225 A US 4331225A
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Prior art keywords
vehicle
power
power receiving
receiving means
source
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US06/031,372
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English (en)
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John G. Bolger
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Individual
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Individual
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Priority to US06/031,372 priority Critical patent/US4331225A/en
Application filed by Individual filed Critical Individual
Priority to GB7914307A priority patent/GB2020451B/en
Priority to SE7903599A priority patent/SE7903599L/xx
Priority to IT67873/79A priority patent/IT1165667B/it
Priority to DE19792916558 priority patent/DE2916558A1/de
Priority to FR7910404A priority patent/FR2424145A1/fr
Priority to NLAANVRAGE7903237,A priority patent/NL190233C/nl
Priority to CA000326499A priority patent/CA1138540A/en
Application granted granted Critical
Publication of US4331225A publication Critical patent/US4331225A/en
Anticipated expiration legal-status Critical
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L5/00—Current collectors for power supply lines of electrically-propelled vehicles
    • B60L5/005—Current collectors for power supply lines of electrically-propelled vehicles without mechanical contact between the collector and the power supply line
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/53—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells in combination with an external power supply, e.g. from overhead contact lines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/10—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by the energy transfer between the charging station and the vehicle
    • B60L53/12—Inductive energy transfer
    • B60L53/126—Methods for pairing a vehicle and a charging station, e.g. establishing a one-to-one relation between a wireless power transmitter and a wireless power receiver
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2200/00—Type of vehicles
    • B60L2200/26—Rail vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2260/00—Operating Modes
    • B60L2260/10—Temporary overload
    • B60L2260/16—Temporary overload of electrical drive trains
    • B60L2260/162—Temporary overload of electrical drive trains of electrical cells or capacitors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2260/00—Operating Modes
    • B60L2260/10—Temporary overload
    • B60L2260/16—Temporary overload of electrical drive trains
    • B60L2260/167—Temporary overload of electrical drive trains of motors or generators
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/12—Electric charging stations
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/14—Plug-in electric vehicles

Definitions

  • This invention relates to electric transportation systems and vehicles therefor and more particularly it relates to the control of inductively coupled power in vehicles for such transportation system.
  • an electrically powered vehicle is equipped with suitable batteries to drive the vehicle upon conventional roadways.
  • a specially prepared roadway has one or more conductors associated therewith inductively coupled to a pickup on the vehicles for driving the vehicle on the specially prepared roadway and for charging energy storage means which typically comprise vehicle batteries but may also include other energy storage means such as a flywheel.
  • the inductance of the coupling is continually affected by vertical displacements caused by road roughness and vehicle suspension characteristics, thereby causing variations in the air gap resulting in power flow fluctuations.
  • the inductance also changed due to lateral misalignments caused by steering imperfections.
  • This latter automatic gap-maintaining means comprised an electrical circuit including mechanical servo devices that actually moved and receiving means up and down relative to the roadway conductor in order to keep the air gap constant despite roadway irregularities.
  • the present invention provides for an improved adjustable power receiving means that solves the aforesaid problems.
  • Another object of the present invention is to provide an electrical power transmission control system that will maintain a predetermined flow of electrical power from a roadway conductor to power receiving means on a vehicle which automatically varies the capacitance of the vehicle power receiving means and provide for a smooth transmission of power as the vehicle moves along.
  • Another object of the invention is to provide an electrical vehicle and roadway system wherein the number of ampere turns needed in the roadway is reduced by supplying capacitive ampere turns from the electrical power transmission control system of the vehicle.
  • a vehicle including a framework having a plurality of wheels thereon; an energy storing means, an electric motor for driving at least one of the wheels; means on the vehicle for receiving power from a conductor associated with a road including a pickup circuit for supplying power to the motor during travel therealong; means electrically interconnecting the power receiving means, the energy storing means and the electric motor; and variable capacitor means connected to the pickup circuit of the power receiving means and operative when the vehicle is traveling on a road having a conductor associated with the power receiving means for maintaining a constant voltage output at a preselected level despite variations in the air gap distance between the power receiving means and the roadway conductor.
  • a vehicle according to the invention will be preferably provided with an energy storing means such as a battery to provide power for use when off of the electrified roadway
  • vehicles without such energy storing means may also be provided within the scope of the invention.
  • vehicles in mines or other people or freight moving facilities may be designed to remain constantly on a closed loop roadway system.
  • FIG. 1 is a schematic view of a vehicle equipped with the device of this invention illustrating the power receiving means in its lowered position;
  • FIG. 2 is an enlarged view in section taken along the line 2--2 of FIG. 1 showing the roadway and the power receiving means for the vehicle;
  • FIG. 3 is an enlarged schematic view of the magnetic components of the power conductor and pickup
  • FIGS. 4a-4c are a series of diagrams illustrating the coupling magnetomotive force relationships
  • FIG. 5 is a schematic view partially in perspective showing the basic coupling force relationship using a compensating capacitor according to the invention
  • FIG. 6 is a schematic view of a vehicle embodying a modified form of the invention using separate power and control windings for the power receiver;
  • FIG. 7 is an enlarged view in section taken along line 7--7 of FIG. 6;
  • FIG. 8 is a schematic view of an another embodiment of a vehicle embodying the invention.
  • FIG. 1 shows a vehicle 10 according to the present invention as it appears when operating on a road or traffic surface 12 which has associated therewith a power source 14 for transmitting energy to the vehicle 10.
  • the vehicle 10 comprises as major components a framework 16, a pair of steerable front wheels 18, a pair of rear wheels 20 driven by an electric power 22, pickup means 24 for receiving power from the power source 14, a battery or energy storage means 26, means 28 operatively connecting the power-receiving means 24 and the energy storage means 26 to the electric motor means 22 for driving the vehicle 10, means 30 for raising and lowering the power receiving pickup means 24 relative to the road 12, and coupled power control means 32 for maintaining a predetermined level of voltage to the vehicle.
  • the raising and lowering means 30 is manipulated to position the pickup means 24 closely adjacent the power source 14 to reduce the air gap therebetween.
  • Energy is inductively coupled from the power source 14 to the pickup means 24 and is transmitted through the connecting means 28 to the energy storage means 26 and/or the motor 22.
  • sufficient energy may be inductively coupled to the pickup means 24 to charge the energy storage means or battery 26 as well as to drive the motor 22.
  • the pickup means can be positioned so that the air gap between the core of the power source 14 and the power receiving means 24 is relatively small thereby enhancing the power transfer capacity of the inductive coupling therebetween.
  • the raising and lowering means 30 is manipulated to raise the power receiving means 24 to provide clearance under the vehicle 10 sufficient to accommodate normally encountered roadway hazards such as driveway gutters, parking ramps and the like.
  • the vehicle 10 is driven by the motor 22 which is energized from the battery 26.
  • the vehicle is alternatively capable of achieving a small air gap between inductively coupled elements for propelling the vehicle along a specially prepared roadway and providing substantial clearance beneath the vehicle for operating on a conventional road.
  • the specially prepared road or traffic surface 12 is illustrated in FIG. 2 and is described in greater detail in my previous U.S. Pat. No. 4,007,817. It is contemplated that heavily traveled thoroughfares, for example, freeway networks surrounding major cities, may be modified or constructed as discussed hereafter.
  • the typical commuter driving the vehicle 10 would operate under battery supplied power until reaching the freeway. On the freeway, the vehicle 10 would be driven by energy inductively coupled from the power source 14. Coupled energy in excess of vehicle consumption would add charge to the battery. Upon exiting from the freeway, the vehicle 10 would again be driven by battery supplied power. In this fashion, the battery 26 can be periodically charged to provide an acceptable range of travel off the specially prepared road 12.
  • a shim layer 34 of concrete may be applied to a pre-existing road surface 36 to modify an existing freeway or may be applied in the construction of a new highway.
  • a source conductor 38 which may be made of segmented aluminum of the like, is embedded in the shim layer 34, as by positioning the same in a recess provided by a source core 40.
  • the source core 40 may be made of a ferrous metal such as laminated transformer steel and includes a central depressed core section 42 and a pair of elevated lateral core sections 44 which serve as magnetic poles.
  • An insulating section 46 surrounds the source conductor 38 and prevents electrical contact between the conductor 38 and the core 40. As shown best in FIG. 2, the central portion of the insulating section 46 is elevated slightly to minimize short circuiting of magnetic flux in the event an iron strip or other piece of ferro-magnetic debris comes to rest laterally across the poles 44.
  • the power for the source conductor 38 preferably comes from a constant current supply so that the source voltage rises and current phase changes as vehicle loading increases.
  • Alternating current power may be supplied from high voltage transmission lines which parallel or periodically intersect the road 12. Alternating current of any desired frequency may be used although frequencies between 100-400 Hertz are presently most desirable.
  • the power receiving pickup means 24 comprises a pickup core 50 including a central elevated section 52 and a pair of lateral sections 54 disposed closer to the road 12 which serve as magnetic poles.
  • the width of the pickup core 50 comprises a substantial part of the width of the vehicle 10 and exceeds the width of the source core 40 in order to provide a measure of lateral positional tolerance without appreciably decreasing the energy coupled between the source core 14 and the power receiving pickup 24.
  • the pickup core 50 comprises a ferrous metal or steel section, the length of which is a substantial fraction of the length of the vehicle 10.
  • a pickup coil 56 is wound about the central core section 52.
  • the pole area of the pickup means 24 is accordingly substantial which allows a low flux density magnetic field to couple significant energy to the vehicle 10.
  • the downward force acting on the power receiving pickup means 24 is proportional to the square of the flux density. Accordingly, the suspension of the vehicle 10 is affected only slightly by magnetic forces when traveling on the road 12 as compared to travel on a conventional road. Low flux density also allows practical vehicle clearance without requiring excessive ampere-turns in the primary. This advantage is reflected in smaller conductor size and lower cost thereof. Low flux density is is also advantageous since the heating effect of the magnetic field in stray steel is an approximate function of the square of the flux density.
  • the magnetic circuit 58 coupling the power source 14 and the pickup means 24 is illustrated in FIG. 3.
  • the current flowing in the pickup coil 56 is determined by the net amount of coupled flux since the voltage in the secondary coil is established by the battery 26 as will be more apparent hereinafter. It will be noted that the current in the secondary coil 56 causes ampere-turns which vectorially oppose the fixed ampere-turns of the power source 14. Accordingly, the coupled energy is self-limiting and can be regulated by adjusting the air gap between the source core 40 and the pickup means 24.
  • the term battery encompasses any means of storing electrical energy, such as conventional lead-acid batteries, alkaline batteries, fuel cells, flywheels and the like.
  • the secondary coil 56 is connected by the means 28 to deliver electrical energy to the motor 22.
  • the connecting means 28 includes a pair of wires 60,62 leading to a rectifier bridge 64.
  • the rectifier bridge 64 is connected by leads 66,68 to a pair of wires 70,72 respectively.
  • the wires 70,72 extend between the battery 26 and a motor control mechanism 74.
  • the motor control mechanism 74 provides the means for controlling the speed of the vehicle 10 in both forward and reverse directions and receives control signals from a manual control mechanism 88 conveniently positioned near the driver's seat.
  • a foot pedal (76 for a hand throttle in the manual control system 88) provides a torque demand signal to the motor.
  • the mechanism 88 also includes a position control means connected to a motor 78 that drives the linkage for lowering the power receiver 24 to its fixed running position relative to the roadway 14 and then raising it when the vehicle is used on a conventional roadway.
  • the coupled power control means 32 When the power receiver 24 has been lowered to its fixed position to form an air gap just above the power roadway conductor, the voltage in the roadway conductor is inductively coupled into the power receiver for use by the vehicle and its level is controlled by the coupled power control means 32.
  • This latter control means is provided in combination with a series 80 of capacitors 82, connected in parallel, as shown schematically in FIG. 1, to a pair of leads 84 and 86 which are connected to the leads 60 and 62, respectively, from the rectifier bridge 64.
  • a switch means such as a triac 90.
  • the gate terminal of each triac is connected to the coupled power control means 32 which may be provided in the form of a separate electronic logic circuit or a commercially available solid-state microprocessor.
  • This power control means is connected to and therefore supplied with inputs from other elements of the vehicle power system.
  • a first input through a lead 94 is supplied to the power control logic circuit 32 from a transducer 96 attached to the lead 72 interconnecting the energy storage device 26 and the motor control unit 74.
  • a second input is supplied through a lead 98 direct from a sensor 100 on the energy storage device that detects its charged state.
  • a third feedback input is provided to the power control means 32 through a lead 102 that detects the voltage applied to the capacitor bank 80.
  • the basic function of the coupled power control means is first to assure that the power coupled through the pickup 24 generates a voltage that is high enough to supply the power required by the propulsion system 22 on the vehicle and to supply charging current to the energy storage device 26.
  • the power required at any given time can vary depending on the vehicle speed, the grade it is on, its load and the power level demand exerted by the operator as indicated schematically by the foot pedal 76 and its lead 77 to the motor control in FIG. 1.
  • a second function of the power control means is to modulate the charging current to the energy storage device 26 (if one is provided) to a level that it will accept without damage.
  • the transducer 96 senses the current flowing in line 72 either to or from the energy storage device. If, for example, a condition exists wherein the motor 22 is demanding more current than the pickup power receiver 24 is presently trimmed to supply, then energy will flow out of the battery or flywheel to make up the difference. The transducer 96 will recognize that the energy (current) flow is out of the energy storage device and will tell the coupled power control means or microprocessor that it needs more current from the pickup or power receiver 24. The microprocessor's response to that will be to switch more capacitance into the power pickup circuit by providing a signal to one or more of the triacs 90, thereby raising the output voltage from the power receiver.
  • FIGS. 4a to 4c The electrical effect of switching a capacitor 82 into and out of the vehicle power circuit in order to control the voltage from the power receiver is illustrated diagrammatically in FIGS. 4a to 4c. These figures show the relationship in phase and magnitude of the Exiting Ampere turns (NI e ), the Source Ampere turns (NI s ), the Load Ampere turns (NI L ) and the Capacitive Ampere turns (NI c ).
  • the power source 14 in the roadway operates with a constant current.
  • the source current provides the only ampere turns in the circuit and they will excite a given voltage in the pickup. That is, the circulating flux will be directly in phase with the source current (NI s ) and thus induce a voltage (E I ) in the pickup circuit that is 90° out of phase with that source current (see FIG. 4a).
  • capacitance is applied to the pickup circuit as shown in FIG. 4c.
  • ampere turns flow in the pickup circuit that are directly in phase with the exciting ampere turns and thus they add to and increase the coupled or induced voltage.
  • the adding or subtracting of capacitive currents on the pickup side to change the exciting ampere turns in the magnetic circuit and thus regulate the induced voltage is accomplished by the selective switching of the capacitors 82 where their respective triac switches are triggered by appropriate signals from the power control unit or microprocessor.
  • the capacitors are used to maintain constant voltage output from the power receiver 24 despite variations in the air gap between the power receiver and the roadway power source.
  • the vehicle 10 is traveling along a roadway having a power source 14 and its power receiver 24 is in its lowered fixed position which normally establishes some preselected air gap distance. If, for some reason, the air gap is reduced, then the ampere turns in the circuit will drive more flux through the pickup core because the reluctance has dropped. This causes a rise in the induced voltage (E I ) in the pickup circuit because more flux is circulating around its conductors. This increased voltage would be sensed by transducer 96, because more current begins to flow to the energy storage device. When this happens, the microprocessor recognizes that the current is excessive and responds by producing an output signal to cut out an appropriate capacitor or combination of capacitors from the power circuit, thereby restoring the output voltage to the proper level.
  • E I induced voltage
  • the power receiver 24 has been described thus far as utilizing a single winding for the pickup coil 56, as shown in FIG. 3. However, it may be preferable under certain conditions to utilize a dual winding arrangement because often the voltage and current requirements of the power circuit on the vehicle, that is, the propulsion power circuit, are quite different from those best suited to the components of the control circuit. For example, it may be less expensive to use high voltage capacitors to perform the control function, whereas, it is more desirable to use a lower power voltage to match a particular battery or flywheel circuit. In order to accommodate this flexibility, a modified form of pickup or power receiver 24a is used, as shown in FIGS. 6 and 7.
  • An inherent advantage provided by the present invention is that it enables the powered roadway to utilize a minimum of ampere turns by providing capacitive ampere turns in the electrical power transmission control system of the vehicle. This minimizes the cost of the required roadway power system.
  • the present invention is also applicable to vehicles of the type described which do not have or require an energy storage device such as a battery if the vehicles are intended to remain on the roadway at all times.
  • vehicles may be used in and exclusively for an electrical transportation system for a mine, an amusement park, a materials handling depot, or some other facility having a roadway equipped with a power source as described.
  • the construction of the power receiving pickup means 24 is as previously described.
  • the coupled power control is also provided in combination with a series of capacitors 82, connected in parallel, as shown schematically in FIG. 8. Each capacitor 82 is connected in series with a switch means such as a triac 90, whose gate terminal is connected to the power control means.
  • a pair of leads 84 and 86 connected in parallel to the capacitor and triacs, respectively, are also connected to leads 60 and 62 from the pickup means 24 to a rectifier bridge 64. The latter is connected by leads 66 and 68 to the motor control 74 in the same manner as previously described with respect to vehicle 10.
  • a manual control 88 or a pre-programmed automatic control 89 may be used to furnish the necessary signals to the motor control for increasing or decreasing vehicle speed in the conventional manner. With such controls, it should also be apparent that various complex control algorithms could be used, if desired. For example, a sensory input from the manual or automatic vehicle control may be provided to the coupled power control so that the output voltage is lowered when little or no power is being requested by the vehicle controls, and is raised when high power is being requested.
  • the vehicle 10a may have a simplified power system without an energy storage device while still embodying the principles of the invention.
  • the coupled power control 32 will respond only to changes in the voltage output of the power receiving pickup means 24 in order to maintain a constant voltage supply to the motor control 74.
  • the vehicle 10a comprises a suitable framework 16 or chasis with at least one set of steerable wheels 18 and rear wheels 20 driven by an electric motor 22.
  • the power receiving means 24 could be mounted in a fixed position to provide a predetermined air gap with the conductor of an electrified roadway, or it could be mounted for raising and lowering, as with vehicle 10.

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Computer Networks & Wireless Communication (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)
  • Current-Collector Devices For Electrically Propelled Vehicles (AREA)
US06/031,372 1978-04-25 1979-04-19 Power control system for electrically driven vehicle Expired - Lifetime US4331225A (en)

Priority Applications (8)

Application Number Priority Date Filing Date Title
US06/031,372 US4331225A (en) 1978-04-25 1979-04-19 Power control system for electrically driven vehicle
SE7903599A SE7903599L (sv) 1978-04-25 1979-04-24 Eldrivet fordon
IT67873/79A IT1165667B (it) 1978-04-25 1979-04-24 Sistema regolatore di potenza per veicoli a propulsione elettrica
DE19792916558 DE2916558A1 (de) 1978-04-25 1979-04-24 Elektrisch antreibbares fahrzeug
GB7914307A GB2020451B (en) 1978-04-25 1979-04-24 Electric vehicle
FR7910404A FR2424145A1 (fr) 1978-04-25 1979-04-24 Systeme de commande d'alimentation pour un vehicule entraine electriquement
NLAANVRAGE7903237,A NL190233C (nl) 1978-04-25 1979-04-25 Elektrisch aangedreven voertuig met vermogensstuurinrichting.
CA000326499A CA1138540A (en) 1979-04-19 1979-04-27 Power control system for electrically driven vehicle

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
US89978678A 1978-04-25 1978-04-25
US06/031,372 US4331225A (en) 1978-04-25 1979-04-19 Power control system for electrically driven vehicle

Related Parent Applications (1)

Application Number Title Priority Date Filing Date
US89978678A Continuation-In-Part 1978-04-25 1978-04-25

Publications (1)

Publication Number Publication Date
US4331225A true US4331225A (en) 1982-05-25

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US06/031,372 Expired - Lifetime US4331225A (en) 1978-04-25 1979-04-19 Power control system for electrically driven vehicle

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GB2020451B (en) 1982-09-02
IT7967873A0 (it) 1979-04-24
GB2020451A (en) 1979-11-14
SE7903599L (sv) 1979-10-26
NL190233B (nl) 1993-07-16
NL190233C (nl) 1993-12-16
FR2424145A1 (fr) 1979-11-23
NL7903237A (nl) 1979-10-29
DE2916558C2 (nl) 1989-11-02
IT1165667B (it) 1987-04-22
DE2916558A1 (de) 1979-12-13
FR2424145B1 (nl) 1984-02-24

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